The present invention relates to a vehicle recovery system (1) for a vehicle having at least one driven wheel. The vehicle recovery system (1) is operable to self-recover the vehicle from terrain having a deformable surface affording insufficient traction at the at least one driven wheel to mobilise the vehicle. A recovery controller (2) is provided to maintain at least substantially continuous rotation of said at least one driven wheel at a target recovery speed or within a target recovery speed range to increase the available traction at each driven wheel. The present invention also relates to a vehicle having a vehicle recovery system (1).
|
1. A system for a vehicle having at least one driven wheel, the system being operable to recover the vehicle from terrain having a deformable surface affording insufficient traction at said at least one driven wheel to mobilize the vehicle, the system comprising:
a controller configured to maintain at least substantially continuous rotation of said at least one driven wheel of the vehicle at a target recovery speed suitable for increasing the available traction at said at least one driven wheel, the target recovery speed being predefined in dependence on a type of terrain from which the vehicle is to be recovered, and the controller being further configured to alter a rate of change of a rotational speed of said at least one driven wheel in proportion to a difference between a measured rotational speed of said at least one driven wheel and the predefined target recovery speed, such that the rate of change of rotational speed of said at least one driven wheel reduces as the measured rotational speed converges with the predefined target recovery speed.
2. A system as claimed in
3. A system as claimed in
4. A system as claimed in
5. A system as claimed in
6. A system as claimed in
(a) a decrease in the rotational speed of said at least one driven wheel;
(b) a change in required torque to maintain rotational speed of said at least one driven wheel;
(c) motion of the vehicle;
(d) an increase in the vehicle speed-over-ground.
7. A system as claimed in
8. A system as claimed in
(a) raise a height of a vehicle suspension;
(b) alter a steering angle of said at least one driven wheel;
(c) alter tire pressure in said at least one driven wheel;
(d) disable a hill descent control; and
(e) select a pre-configured gear ratio.
9. A system as claimed in
11. A system as claimed in
12. A system as claimed in
13. A system as claimed in
14. A system as claimed in
15. A system as claimed in
16. A system as claimed in
17. A system as claimed in
18. A system as claimed in
|
|||||||||||||||||||||||||||
The present invention relates to a vehicle recovery system. The vehicle recovery system is particularly well suited for off-road applications. The present invention also relates to a vehicle incorporating a vehicle recovery system.
When driving a vehicle off-road in terrain having deformable surface properties, such as sand, the vehicle can become immobilised or stranded. A particular problem when attempting to recover the immobilised vehicle is that the rotation of the wheels can expel loose material without providing sufficient traction to recover the vehicle.
At least in certain embodiments, the present invention sets out to overcome or at least ameliorate the above problem.
Aspects of the present invention relate to a system and to a vehicle incorporating same, as claimed in the appended claims.
In a further aspect, the present invention relates to a vehicle recovery system for a vehicle having at least one driven wheel, the vehicle recovery system being operable to self-recover the vehicle from terrain having a deformable surface affording insufficient traction at said at least one driven wheel to mobilise the vehicle, the vehicle recovery system comprising:
The target recovery speed and the target recovery speed range are typically relatively low speeds, for example a rotational wheel speed equivalent to a vehicle speed of less than or equal to 1 km/h, 2 km/h, 3 km/h or 5 km/h. The slow rotation of the driven wheel can compact the loose material under the wheel rather than dispersing it in front of or behind the wheel. The rotational speed of said at least one driven wheel can be maintained within the target recovery speed range. Specifically, the rotational speed of said at least one driven wheel can be maintained below an upper rotational speed threshold; and optionally above a lower rotational speed threshold. The rotation of said at least one driven wheel can continue over a pre-defined period of time to enable material to accumulate under each driven wheel to increase the available traction.
The target recovery speed and/or the target recovery speed range can be pre-defined, for example for a particular terrain type, such as sand or snow. The target recovery speed or target recovery speed range could be modified dynamically, for example based on changes in the rotational speed of a driven wheel in response to application of a given torque at that wheel. Alternatively, or in addition, the vehicle recovery system could be configured to allow the driver to adjust the target recovery speed or target recovery speed range. The driver could, for example, employ a manual controller to adjust the target recovery speed.
The recovery controller could be configured to modify the rotational speed of said at least one driven wheel at a fixed rate of change. Alternatively, the recovery controller can implement a variable rate of change. The recovery controller could be configured to alter a rate of change of the rotational speed of said at least one driven wheel in proportion to a difference between a measured rotational speed and one of the following: (a) the target rotational speed; (b) the upper rotational speed threshold; and (c) the lower rotational speed threshold. The recovery controller could vary wheel speed based on one or more of the following: (a) the vehicle attitude; (b) load conditions; and (c) ground conditions (either detected or user-specified). The recovery controller can thereby control wheel speed dynamically based on the conditions at each wheel.
The recovery controller can modify the rotational speed of each individual driven wheel or an average rotational speed of a plurality of said driven wheels. The recovery controller can be configured to implement changes to the rotational speed of the average rotational speed at a fixed rate of change. Alternatively, the recovery controller can be configured to implement a variable rate of change. The rate of change of the rotational speed of each driven wheel can be altered in proportion to a measured rotational speed of that driven wheel. The rate of change of the average rotational speed of a plurality of said driven wheels can be altered in proportion to an average measured rotational speed of those driven wheels. The rate of change can be altered in proportion to a difference between the average measured rotational speed and one of the following: (a) the target recovery speed; (b) an upper rotational speed threshold; and (c) a lower rotational speed threshold.
The recovery controller can be configured to maintain the rotational speed of said at least one driven wheel at least substantially constant. Alternatively, the recovery controller can be configured to vary or pulse the rotational speed of said at least one driven wheel. The rotational speed of said at least one driven wheel could, for example, be increased and reduced within the target recovery speed range.
The vehicle can have two, three, four or more wheels. The vehicle can, for example, be an automobile or an off-road vehicle. The vehicle can have a single driven wheel, for example a motorbike having a driven rear wheel. Alternatively, the vehicle can have a plurality of driven wheels, for example two or four driven wheels. The invention has particular application in a four-wheel drive off-road vehicle.
The recovery controller can be configured to maintain the rotational speed of each individual driven wheel at said target recovery speed or within said target recovery speed range. The target recovery speed range can be defined by an upper rotational speed threshold and a lower rotational speed threshold. The rotational speed of each individual driven wheel can be maintained below an upper rotational speed threshold; and optionally above a lower rotational speed threshold. The recovery controller can be configured to maintain an average rotational speed of the driven wheels at said target recovery speed or within said target recovery speed range. The average rotational speed can be maintained below an upper rotational speed threshold; and optionally above a lower rotational speed threshold. The recovery controller can be configured to control the average rotational speed independently of or in combination with the control of the rotational speed of said at least one driven wheel. The upper and/or lower rotational speed threshold(s) can be the same or different from the respective thresholds applied for controlling the rotational speed of said at least one driven wheel.
The at least one driven wheel can be driven by a powertrain comprising an internal combustion engine and/or an electric drive motor. The recovery controller can be configured to control the powertrain to vary the rotational speed of said at least one driven wheel. The recovery controller can be configured to control an output speed of the powertrain, for example to increase an idle speed of the vehicle powertrain when said recovery mode is engaged. Conversely, the recovery controller can be configured to decrease the idle speed of the vehicle powertrain when the vehicle has been recovered.
The vehicle recovery system could be adapted for use with a vehicle having a hydrostatic drive. The recovery controller could be configured to control hydraulic pressure to maintain the drive torque within upper and lower thresholds.
The response of each driven wheel to the application of a drive torque can be monitored to provide system feedback. The recovery controller may estimate terrain condition, for example surface friction, drag and deformability, based on the response of each driven wheel. The terrain estimate can be enhanced by comparing the wheel response data to wheel articulation data and/or vehicle attitude data.
The recovery controller can be configured to compare a powertrain output speed to the rotational speed of said at least one driven wheel. The comparison can be used to gauge the available traction at said at least one driven wheel. For example, the recovery controller can determine the relative available traction at the various driven wheels of the vehicle. The recovery controller can thereby determine qualities of the terrain.
The rotational speed of the at least one driven wheel can be controlled by application of the relevant wheel brake and/or by a reduction in motor torque and/or by a redistribution of motor torque via a device such as a controllable limited slip differential (torque vectoring). A clutch control system can be adapted to automatically engage/vary the coupling between motor and transmission and/or a torque vectoring system, to achieve the intended result. The clutch may be a lock-up clutch of a torque converter. The control system may further control motor torque by alteration of the engine torque/speed map, and be fully automatic upon selection of a suitable control by the vehicle driver.
The recovery controller can implement a closed loop control system to control the rotational speed of each wheel independently. The recovery controller can be configured to control the rotational speed of said at least one driven wheel by controlling application of a braking force. A braking force can be applied to reduce the rotational speed of one or more of said driven wheels. This arrangement could be applied if the vehicle does not have a locking differential, for example.
The recovery controller can be configured to operate in a recovery mode for a pre-determined period of time. For example, the recovery controller can reduce the rotational speed of said at least one driven wheel a predetermined time after initiation of the vehicle recovery system. The recovery controller can thereby operate to maintain at least substantially continuous rotation of said at least one driven wheel for a pre-defined period of time, for example greater than or equal to 1 minute, 2 minutes, 3 minutes or 5 minutes. The recovery controller can stop rotation of said at least one driven wheel when the vehicle recovers. The recovery controller can cancel automated control of the rotational speed of said at least one driven wheel in response to one or more of the following conditions: (a) a predetermined time period has elapsed; (b) detection of a pre-defined driver brake pedal and/or accelerator pedal input: (c) a system cancel signal, for example in response to a driver pressing a cancel button or selecting a cancel option; and (d) a system alert. A system alert can, for example, be generated if a vehicle door opens/closes during the vehicle recovery.
A precondition for operation of the vehicle recovery system may be that the driver seatbelt latch is fastened. A system alert to cancel the automated recovery can be generated if the driver seatbelt is unlatched while the vehicle recovery system is operating. This requirement can help to ensure that the driver remains safely within the vehicle during operation of the vehicle recovery system.
The recovery controller can determine when the vehicle has recovered by detecting one or more of the following conditions has been satisfied: (a) a decrease in the rotational speed of said at least one driven wheel; (b) a substantive change in required torque to maintain rotational speed of the wheels; and (c) a longitudinal motion of the vehicle; (d) a vertical motion of the vehicle (for example as the vehicle drives out of a hollow formed by the wheels in the surface material); and (e) an increase in the vehicle speed over ground. The recovery controller can be configured to reduce the rotational speed of said at least one driven wheel when the vehicle has recovered. The recovery controller can, for example, disengage an off-road recovery mode.
A vehicle position sensing device can be provided. The rotational speed of the at least one driven wheel can be compared with a vehicle position sensing device in order to relate wheel and vehicle movement. Camera recognition techniques may be used to determine vehicle movement, for example by looking at the terrain surface to determine whether the vehicle is moving at a speed compatible with transmission output speed/engine speed.
In use, the recovery controller can perform additional functions to assist with vehicle recovery. For example, the recovery controller can perform one or more of the following functions: (a) raise a height of a vehicle suspension; (b) alter a steering angle of said at least one driven wheels; (c) engage a high transfer transmission ratio; (d) alter tyre pressure in said at least one driven wheel; (e) disable a hill descent control; and (f) select a pre-configured gear ratio. The steering angle can be varied while said at least one driven wheel is rotating to help draw additional material under the wheel to increase the available traction at that wheel and potentially pack additional material under a contact patch of said at least one driven wheel to help lift the vehicle out of its entrenched condition. The steering angle can be varied automatically by the vehicle control system.
The present invention also relates to a vehicle comprising a vehicle recovery system of the type described herein.
The vehicle recovery system described herein may comprise an apparatus. The recovery controller can comprise a computational device comprising one or more processors, such as an electronic microprocessor. The processor(s) can be configured to perform computational instructions stored in memory or in a storage device. The vehicle recovery system described herein can comprise one or more processors configured to perform computational instructions.
The vehicle recovery system can also comprise means to generate driver notifications during operation of the vehicle recovery system, for example to notify the driver of the current operating status and/or to provide driver prompts as to any appropriate manual intervention. The driver prompts can, for example, instruct the driver to perform actions to speed recovery time; and/or improve safe operation; and/or avoid re-occurrence. The driver prompts may be output by any suitable method, including voice command, haptic feedback, display message or display chart/graph. A suitable electronic control unit may issue instructions to the driver in response to measurement, estimation or detection of rotational speed.
In a further aspect the present invention relates to a computer system comprising: programmable circuitry; and software encoded on at least one computer-readable medium to program the programmable circuitry to provide the control functions described herein.
The computer system can also comprise a display means arranged to present information to the driver, for example to advise the driver of current status during a recovery phase. The display means can also be configured to provide driver prompts, for example to request manual intervention. The driver prompts may be provided by any suitable method, including voice command, haptic feedback, display message or display chart/graph. A suitable electronic control unit may issue instructions to the driver in response to measurement, estimation or detection of rotational speed.
According to a still further aspect the present invention relates to one or more computer-readable media having computer-readable instructions thereon which, when executed by a computer, cause the computer to perform the control functions described herein.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. For example, features described with reference to one embodiment are applicable to all embodiments, unless such features are incompatible.
One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying figures, in which:
A vehicle recovery system 1 in accordance with an embodiment of the present invention will now be described with reference to
As shown in
A menu selection joystick 27 is provided on the IPC 11 to allow a user to select and engage the ORR 2. The ORR 2 and the IPC 11 communicate with each other to enable/disable selection of the ORR 2. A display option for selecting the ORR 2 can, for example, be obscured on the IPC 11 if the required parameters are not satisfied.
The ABS 13 is coupled to four wheel sensors 29 (one for each wheel) for measuring wheel speed (rpm). The ABS 13 outputs vehicle operating data to the ORR 2, including: longitudinal acceleration data; hill descent control status data (i.e. engaged/dis-engaged); measured wheel speed data for each wheel; and vehicle speed data (the average wheel speed). The PBM 15 outputs park brake status data (i.e. engaged/dis-engaged) to the ORR 2. The TCM 17 outputs transmission data, including the engaged gear; the selected gear; and the transmission oil temperature, to the ORR 2. The TCCM 19 outputs transfer case data to indicate whether the high or low transfer ratio is engaged. The BCM 23 notifies the ORR 2 of the vehicle door status to indicate whether the vehicle doors are open or closed.
A drive mode selector 31 is provided on the CHCM 21 to allow a user to select a pre-defined vehicle drive mode, for example to configure the vehicle for driving over a particular type of terrain. The CHCM 21 outputs drive mode data and suspension mode data to the ORR 2. The tyre pressure monitoring and inflation system 25 receives a tyre pressure signal from a tyre pressure monitor 33 and can control a tyre inflation system 35. The PCM 3 outputs ORR status information to the IPC 11, the ABS 13, the CHCM 21 and the tyre pressure monitoring and inflation system 25.
The PCM 3 is configured to control operation of the engine by outputting engine control signals to a fuel injection system 37, a throttle position system 39 and an ignition timing system 41. The idle speed controller module 5 controls an engine idle speed (rpm) Ei by varying the engine control signals. The idle speed controller 5 maintains the engine idle speed Ei above a pre-defined base idle speed and below a pre-defined maximum idle speed, for example 1500 rpm.
As shown in
More specifically, the ORR 2 maintains the individual and average wheel speeds VI, VAV between an upper wheel speed control threshold VUP and a lower wheel speed control threshold VLOW. The wheel speed control thresholds VUP, VLOW are pre-defined in the ORR 2 and can be calibrated independently of each other. When engaged, the ORR 2 communicates with the engine idle speed controller module 5 to control the engine idle speed EI to achieve the target recovery wheel speed VTGT. The engine idle speed controller module 5 reduces the operating speed of the engine when the individual and average wheel speeds VI. VAV rise above the upper wheel speed control threshold VUP; and increases the operating speed of the engine when the individual and average wheel speeds VI, VAV fall below the lower wheel speed control threshold VLOW. The engine is thereby controlled to provide continuous rotation of the driven wheels within the target recovery speed range VR. The ORR 2 can automatically apply a braking force to one or more driven wheels to maintain individual wheel speeds VI below the wheel speed control thresholds VUP.
The ORR 2 is configured to vary the rate at which the engine idle speed changes as a function of the amount by which the measured wheel speed VI, VAV exceeds the upper or lower wheel speed control threshold VUP, VLOW. The rate of change is directly proportional to the difference between the measured wheel speed VI, VAV and the wheel speed control thresholds VUP, VLOW.
The ORR 2 also defines upper and lower hysteresis thresholds HUP, HLOW within the respective upper and lower wheel speed control thresholds VUP, VLOW. The hysteresis thresholds HUP, HLOW are applied when the wheel speed is returning to the target recovery wheel speed VTGT having exceeded the upper and lower wheel speed control thresholds VUP, VLOW. The ORR 2 increases or decreases the engine idle speed EI until the measured wheel speed is above or below the respective lower and upper hysteresis thresholds HLOW, HUP. By implementing hysteresis, the ORR 2 can reduce changes in the engine speed to provide improved wheel speed control.
When any individual wheel speed VI exceeds the upper wheel speed control threshold VUP, the ORR 2 reduces the target engine idle speed at a controlled rate (Section ‘B’). As outlined above, the rate at which the engine idle speed is reduced is a function of the amount that the individual wheel speed VI exceeds the upper wheel speed control threshold VUP. The engine idle speed Ei continues to decrease until the individual wheel speed has fallen below the upper wheel speed control threshold VUP and the upper hysteresis threshold HUP. When the average wheel speeds VAV falls below the lower wheel speed control threshold VLOW, the ORR 2 increases the target engine idle speed at a calibratable rate (Section ‘D’). The rate at which the engine idle speed is increased is a function of the amount that the average driven wheel speed VAV has fallen below the lower wheel speed control threshold VLOW. The engine idle speed Ei continues to increase until the average driven wheel speed VAV exceeds the lower wheel speed control threshold VLOW and the lower hysteresis threshold HLOW.
In the present embodiment, the ORR 2 can be engaged only if the following vehicle conditions are satisfied:
If these vehicle conditions are not satisfied, the ORR 2 is disabled and cannot be selected via the IPC 11. If the ORR 2 detects that any of these conditions are no longer satisfied during operation, the ORR 2 dis-engages. It will be appreciated that alternate embodiments of the present invention could omit one or more of these vehicle conditions.
A flow chart 100 showing the process steps for engaging the ORR 2 is shown in
TABLE A
Tran-
ORR
Driver
sition
Event
Status
Notification
T0
Ignition On
Inactive
No message
T5
Driver requests ORR but
Inactive
15 Display reason for
vehicle settings do not
ORR not allowed
allow ORR
T10
Driver requests ORR and
Initialise
Configuring Vehicle
Enable Conditions are met
T15
Vehicle Configuration
Initialise
Release Brake To
complete or timeout
Commence
T20
Foot brake released
Active
ORR Active: Press Brake
or Accelerator to Cancel
T30
Wheel Rotation Detected
Active
ORR Active: Press Brake
or Accelerator to Cancel
T40
ORR not successful
Active
ORR Not Possible
(Timeout, no wheel
speed delected etc.)
T45
ORR successful
Active
ORR Finishing
T47
ORR not able to recover
Active le
ORR Not Possible
vehicle
T50
Smooth cancel complete
Reset
ORR Finishing
T55
Vehicle Re-Configuration
Inactive
No message
complete or in progress of
being completed
T60
ORR Enable conditions not
Reset
ORR Finishing
met OR brake pressed
T65
ORR Enable conditions not
Reset
ORR Finishing
met
T90
ORR System Fault
Inactive
ORR Fault
T95
Driver requests ORR and
Inactive
ORR Fault
there is an ORR System
Fault
Once the vehicle conditions outlined above have been satisfied, the ORR 2 is initialised (Step S0) by pressing the service (foot) brake without the accelerator pedal being pressed. The ORR 2 is then initialised (Transition T10) and the vehicle is configured (Step S1) by performing one or more of the following operations:
Once the vehicle has been configured, the ORR 2 is activated by the driver releasing the service (foot) brake (Step S2). The engine idle speed Ei is then increased (Step S3) until the upper wheel speed control threshold VUP is exceeded for a predetermined period of time by either an individual wheel speed VI or the average vehicle speed VAV (Step S5). As described herein, the ORR 2 maintains the engine idle speed between the upper and lower wheel speed control thresholds VUP, VLOW for a predetermined period of time.
The ORR 2 can determine whether the vehicle has been successfully recovered using one or more of the following techniques:
In a vehicle having a non-driven wheel(s), the ORR 2 can determine that the vehicle has been successfully recovered by determining when a measured wheel speed of the non-driven wheel exceeds a threshold. A filter can be applied to the measurements to reduce noise and to help avoid false recovery detection.
If the ORR 2 determines that the vehicle has been successfully recovered or that recovery cannot be completed, the engine idle speed is lowered to a base idle speed (Step S6). The vehicle is then re-configured to the state prior to activation of the off-road recovery (Step S7). The ORR 2 is then deactivated (Step S0).
In the event that a fault is detected at any stage, the ORR 2 may be deactivated (Step S8) and the driver optionally informed via a message displayed on the IPC 11. The ORR 2 will also be de-activated (Transition T60) if one or more of the following events occur:
The engine speeds and average wheel speed VAV during a typical recovery event are shown in
The present embodiment has been described with reference to a vehicle having an automatic transmission. However, the system could be implemented on a manual transmission vehicle, for example by providing driver prompts to engage the appropriate gears.
It will be appreciated that various changes and modifications can be implemented in the embodiment described herein without departing from the present invention. For example, a closed loop wheel speed control system can be implemented to control the rotational wheel speed of each individual driven wheel. The invention has been described with reference to varying the requested engine torque to control the rotational wheel speed. Alternatively, or in addition, a braking force could be applied to control the rotational speed of one or more of said driven wheels. The wheel torque management could be varied by controlling clutch engagement to control the transfer of torque from the powertrain to the driven wheels.
The present invention could also be implemented in a hybrid vehicle or an electric vehicle. The ORR 2 could be adapted to select electric only drive when operating to self-recover the vehicle. An electric drive motor(s) can provide fine control of wheel torque at low rotational speeds. This may provide improved wheel speed control at very low speeds than may be readily achievable using an internal combustion engine in conjunction with a torque converter or a clutch arrangement.
Furthermore, the present invention has been described with reference to a four-wheeled vehicle having four driven wheels. However, the invention can be implemented in a four-wheeled vehicle having only two driven wheels. The present invention can be applied to a range of vehicle transmission types, for example automatic, manual, automated manual, dual clutch, continuously variable transmission (CVT) etc. Furthermore, it is not necessary that the vehicle has a transfer case.
The present application is related to the Applicant's earlier application GB 1205708.9, entitled “Vehicle Traction Control” filed on 30th Mar. 2012, the contents of which are incorporated herein in their entirety by reference.
It will be appreciated also that the present invention can be implemented in a vehicle having one or more electric motors for driving one or more wheels. The electric motor(s) can, for example maintain rotation of at least one driven wheel at a target recovery speed or within a target recovery speed range. The vehicle could, for example, be a hybrid vehicle, a hybrid electric vehicle or an electric vehicle (EV).
Darnell, Paul, Liggins, Steve, Walters, Jason
| Patent | Priority | Assignee | Title |
| Patent | Priority | Assignee | Title |
| 4762196, | Jul 24 1986 | Mazda Motor Corporation | Vehicle slip control apparatus |
| 7072756, | Nov 18 2003 | Nissan Motor Co., Ltd. | Vehicle driving force control apparatus |
| 7302333, | May 07 2003 | Volvo Lastvagnar AB | Method and arrangement for automated control of a vehicular drive train |
| 7474951, | Jul 22 1999 | WABCO GMBH & CO OHG | Process for automatic drive slip control (ASR) |
| 8244445, | Oct 30 2007 | Ford Global Technologies, LLC | Stuck vehicle with time and pedal related traction control |
| 8328690, | Jul 10 2008 | Hitachi, Ltd. | Braking/driving force control apparatus for vehicle |
| 8577569, | Sep 17 2009 | Hitachi Automotive Systems, Ltd. | Vehicle control apparatus |
| 9200577, | Feb 03 2010 | Toyota Jidosha Kabushiki Kaisha | Vibration damping control device for vehicle |
| 20050103549, | |||
| 20050242663, | |||
| 20070095585, | |||
| 20080167821, | |||
| 20110066341, | |||
| CN101423029, | |||
| CN1618648, | |||
| CN1784564, | |||
| DE102004021374, | |||
| DE102006061391, | |||
| DE10204678, | |||
| EP1535786, | |||
| EP1777096, | |||
| GB2377279, | |||
| GB2454315, | |||
| JP2005147056, | |||
| JP2007038918, | |||
| JP2008141875, | |||
| JP2010018147, | |||
| JP2010101396, | |||
| JP2010167981, | |||
| JP2011063121, | |||
| JP2011178378, | |||
| JP63137047, |
| Executed on | Assignor | Assignee | Conveyance | Frame | Reel | Doc |
| Sep 05 2013 | Jaguar Land Rover Limited | (assignment on the face of the patent) | / | |||
| Mar 13 2015 | WALTERS, JASON | Jaguar Land Rover Limited | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 035410 | /0970 | |
| Mar 30 2015 | LIGGINS, STEVE | Jaguar Land Rover Limited | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 035410 | /0970 | |
| Mar 30 2015 | DARNELL, PAUL | Jaguar Land Rover Limited | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 035410 | /0970 |
| Date | Maintenance Fee Events |
| Jun 21 2023 | M1551: Payment of Maintenance Fee, 4th Year, Large Entity. |
| Date | Maintenance Schedule |
| Jan 21 2023 | 4 years fee payment window open |
| Jul 21 2023 | 6 months grace period start (w surcharge) |
| Jan 21 2024 | patent expiry (for year 4) |
| Jan 21 2026 | 2 years to revive unintentionally abandoned end. (for year 4) |
| Jan 21 2027 | 8 years fee payment window open |
| Jul 21 2027 | 6 months grace period start (w surcharge) |
| Jan 21 2028 | patent expiry (for year 8) |
| Jan 21 2030 | 2 years to revive unintentionally abandoned end. (for year 8) |
| Jan 21 2031 | 12 years fee payment window open |
| Jul 21 2031 | 6 months grace period start (w surcharge) |
| Jan 21 2032 | patent expiry (for year 12) |
| Jan 21 2034 | 2 years to revive unintentionally abandoned end. (for year 12) |